Compressor-controlling device



Aug. 6, 1929. F. H. PARKE 1,723,203 V GOMPRES SOR CONTROLLING DEVI CE Filed Oct. 26, 1927 INVENTOR FREDERIC H.PARKE ATTORNEY Patented Aug. 6, 1929.

UNITED s itres;

PATENT OFFICE.

FBEDERIC H. PARKE, 01E. EDG-EVIOOD, PENNSYLVANIA, ASSIGNOR TO THE WESTING- HQUSE AIR BRAKE COMEANY, OE WILMERDING, PENNSYLVANIA, A CORPORATION or PENNSYLVANIA.

COMPRESSOR-CONTROLLING} DEVICE.

Application filed October 26, 1927. Serial No. 228,775.

This invention relates to controlling mech: anism for a fluid compressor, and iupre particularly where the compressor is directlyconnected to be driven by an internal combustion or oil engine as employed for oper-, ating a locmnotive or other vehicle.

hen the vehicle is standing at a stop or descending a grade, the engine continues running at the usual slow idling speed and the compressor then run s at a corresponding slow speed.

Due to the slow speed at which the compressor runs when the engine idling, the rate at which fluid is compressed by the compressor is reduced below that obtained at the average running speed.

7 In order to increase the capacity ot' tne compressor of the above type, the principal object of my invention is to provide means for automatically speeding up the engine and consequently the compressor under conditions where the engine is idling and the pressure of fluid compressed by the pump is below a predetermined degree.

In the accompanying drawing, the single figure is a diagrammatic view, principally in section of a fluid compressing apparatus embodyin my invention.

In the drawing, the reference numeral 1 represents a fluid compressor having the usual compressing piston 2 and a discharge valve 3, past which fluid compressed by the compressor is supplied through pipe 4 to a main or storage reservoir 5.

Associated with the compressor is an unloading valve 6, which when opened, permits the compressor piston to reciprocate without compressing fluid into the storage reservo r 5. The valve 6 is provided with a stem 7 which projects out oi? the compressor casing and is engaged by the end of a lever 8 tulcruined on a pin The other end oi the lever 8 is adapted to be operated by a flexible diaphragm 10, a follower 11 engaging the diaphragm, and a ball 12 being interposed between the follower and the end of the lever.

A controlling valve device is provided comprising a casing 13 having a piston chamber 14 containing a piston 15 and a valve chamber 16 containing a slide valve 17, the piston 15. having a stem 18 provided with flanges for operating said valve. The outer end of the piston stem 18 carries a small piston 19, the chamber 20 at the outer face of which is open to the atmosphere through an atmos pheric passage 21.

Associated with the valve device is magnet valve device comprising a magnet .22 adaiited to control the operation of double beat valves 23 and 24-. I

The rod 25 is adapted to operate the usual throttle valve (not shown) of the internal combustion engine (not shown) which drives the locomotive or vehicle, and is provided with an operating lever 26, said lever being pivoted on a pin 27 and having a pin 28 which engages in a slot 29 provided at the end of the rod 25. The outer end of the lever 26 is provided with a contact 30 and in the idling po' sition of the lever, said contact connects contacts 31 and 32 so as to complete a circuit including the magnet 22 and a source of current 3.3. t i

A piston 84, contained in a cylinder 35, is provided for also operating the rod 25 and for this purpose the piston is provided with a stem 36 which is pivotally connected to one end of a lever 37. Said lever is pivotally mounted on a pin 38 and the opposite end of the lever carries a pin 39 which engages in a slot/40 in therod 25. The piston chamber 41 at one side of piston 34 is connected by a pipe 42 to a chamber 43 intermediate the valves 23 and 24.

A governor device is provided comprising a casing 44 containing a cut-out piston is subject to the pressure of a coil spring 46 and carrying a valve 47 and a cut-in piston 48, subject to the pressure of acoil spring 49, and carrying a valve 50.

In operation, with the throttle lever 26 in itsidl-ing position, as shown in the drawing, a clrcult is closed through magnet 22,

so that said magnet is energized and the valve 23 is held'seated while the valve 24 is held unseatcd.

It the pressure in the reservoir 5 is lessthan a predetermined degree, the pistons 45 ber 14 of the controlling valve device will be vented to the atmosphere through pipe 51 52;, and past r 1e upper end of piston 18 to passage which is open to the atmosphere.

The valve chamber 16 is supplied with fluid under pressure from reservoir 5, through pipe and passage 55, so that with atmospheric pressure in piston chamber 1%, the fluid pres sure in valve chamber 16 will. shift the piston 15 to its outer position. ln this position, the valve chamber 56 containing the valve 2% is connected to the valve chamber 16 through passage 57.

Fluid under pressure is thus supplied to valve chamber 56 and thence fiUWS past the open valve 2-1 to piston chamber l1. The piston St is then moved outwardly so as to cause the rod 25 to be shifted and thereby the throttle valve of the engine is opened wider, so that the engine is speeded up. The compressor 1 being directly connected to the engine, is also speeded up, so that the compressor operates to compress fluid the reservoir 5 at a greater rate.

In the above described position of slide valve 17, a cavity 58 connects passage 60, leading to pipe a, to an exhaust port 59, so that diaphragm chamber 61 of theunloader diaphragm is subject to atmospheric pressure. With atmospheric pressure in chain ber 61, the spring 62- acts to hold the valve 6 seated, so that the compressor is operative to compress fluid in o the reservoir 5.

When the pressure in the reservoir 5 has been increased to a predetermined degree the valve l? of the governor device wil be lifted against the pressure or" spring 16. so that fluid under pressure is supplied from the reservoir through a passage 63 to the chamber at tie outer seated area of the piston e8. This pressure added to the pressure always acting on the seated area of the valve 50 is suiiicient to cause the piston 48 to be moved up vardly, unseating the valve 50. The exhaust passage 53 is cut oil by this movement and communica tion is opened from the reservoir 5, through a passage 64, to pipe 51 and piston chamber i.

Fluid under pressure supplied to said chamber then shifts piston to its inner position in which passage 57 is connected through cavity 58 with exhaust port 59. it the lever 26 is still in its idling position, and the magnet 22 energized so that valve 2 1 is unseated, fluid under pressure will be vented from piston chamber 11, permitting the spring 65 to shift the piston to its outer position. The correspondin; movement of the lever 37 then permits the rod to move back to its usual idling position.

The movement or slide valve 1'? to its inner position, as above described, causes passage to be uncovered, so that fluid under pressure is supplied from valve chamber 16, through passage 60 and pipe a to diaphragm chamber 61. The diaphragm 10 is then moved I away from its sea I by he pressure in chan'iber 61, so as to operate the lever 8 and eli ect the unseating oi the valve c. The compressor 1 then runs without load and without compressing fluid into the reservoir 5.

When the throttle control lever 26 is moved idling position, the circuit of the magnet 22 is opened, so that the magnet 22 becomes deenergized, permitting the valve lto and the valve to unseat. The

riston cha haust port 56, so that piston 8 1 is held in its inoperative position. by spring 65.

The valve 2% being held closed, movement oi the controlling valve device 13 is rendered inoi'lective to control the operation of piston 34.

The lost motion slot 40 in red 25 permits movement of the throttle rod by operation of the lever 26 without movin the lever 37, and the lost motion slot :29 per .iits movement the rod by operation o't' piston 3 1 without- I out of the lever 26.

=1 the above described construction, the sor is only speeded up when the lever idling position and also only when ressure in the storage reservoir has been point which causes the governor device to move to its cut-in position.

il hile one illustrative embodiment of the L SEftb in: 6111011 has been described let: il, it is. not in JftlOH to limit lts scope to that embodiment or otherwise than by the terms or the appended claims.

Having now described my invention, what i claim as new and desire to secure by Letters Patent, is

1. The combination with an engine driven fluid compressor, of means for effecting the acceleration or" the engine and having an idling position, and mechanism operative only vith said means as in the idling position for accelerating the speed of the engine and there by the speed of the compressor.

2. The combination with an engine driven fluid compressor, 01 a hand operated member for efiecting the acceleration of the engine and having an iclin position, and means under the control of said member and operating automatic-ally upon movement of said member to its idling position for accelerating the speed of the engine and thereby the speed of the compressor.

3. The combination with an engine driven fluid compressor, of a member operative to e'liect the acceleration of the engine, hand operated means for operating said member and having an idling position, a governor device controlled by the pressure of fluid compressed by the compressor for controlling the operation of said member, and means operative up on movement of said hand operated means to the idling position for rendering said governor device effective.

1. The combination with an engine driven mber 11 is then connected to e:;-

fluid compressor, of a member operative to effect the acceleration of the engine, hand operated means for operating said member-and having an idling position, a governor device controlled by the pressure of fluid compress-ed by the compressor for controlling the operation of said member, and means for cutting said governor device into operation upon movement of said hand operated means to its idling position. i

5. The combination with an engine driven fluid compressor, of a member operative to effect the acceleration of the engine, hand operated means for operating said member and having an idling position, a governor device controlled by the )ressure of fluid compressed by the compressor for controlling the operation of said member, and means operative only when said hand operated means is in the idling position to permit said governor device to control the operation of said member.

6. The combination with an engine driven fluid compressor, of a member operative to effect the acceleration of the engine, hand operated means for operating said member and naving an idling position, auxiliary controlling means for effecting the operation of said member, a governor device controlled by the pressure of fluid compressed by the compressor forcontrolling the operation of said auxiliary controlling means, and means operated upon movement of said hand controlled means to the idling position for ren dering said auxiliary controlling means effective.

of the compressor, a member operative to etfeet the acceleration of the engine, fluid pres-- sure operated means for operating said member, a valve device for controlling the fluid pressure for operating both said. fluid pressure operated means, and a governor device controlled by variations in pressure of fluid compressed by the compressor for controlling the operation of said valve device.

9. The combination with an engine driven fluid compressor, of a member for effecting the acceleration of the engine, hand operated means for operating said member, auxiliary means controlled by variations in pressure of fluid compressed by the compressor for also controlling the operation of said member, and electrically controlled means controlled by said hand operated means for rendering said auxiliary means effective or ineflective to control the operation of said member.

In testimony whereof I have hereunto set my hand.

FREDERIC H. PARKE. 

